Examining Transmission and Distribution Infrastructure Across the West
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Examining Transmission and Distribution
Infrastructure Across the West
Grid Capacity for
EVs at Scale:
Phase I+II
Michael Kintner-Meyer
Sarah Davis
Dhruv Bhatnagar
Sid Sridhar
Malini Ghosal
Shant Mahserejian
WGA Webinar
February 10, 2021
Purpose of the WECC Study, Phase I
As adoption of EVs is accelerating, provide insights into the limitations of the US bulk power grid to
serve the new EV load
Question 1: Are there sufficient resources in the US bulk power grid to provide electricity to the
projected EV fleet?
Question 2: How will the generation mix dispatch be impacted by the additional EV load?
- what are the expected production cost impacts?
- what are the challenges and benefits to grid operations
2028 EV adoption : 9 mill. (LDV) Load Profile
WECC 70 K (MDV) Seattle
94 fast chargers
SCL LDV MDV HDV
No of vehicles (LDV, MDV) and
259,532 1,569
charging events (HDV)
% of WECC vehicles 3% 2%
SCL
600,000
500,000
400,000
300,000
kW
200,000
100,000
0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
LDV MDV HDV
3
Conclusions of Study, Phase I
Question 1: Are the sufficient resources in WECC to provide electricity to the
projected EV fleet?
Answer: YES. high scenario with national fleets of ~24M LDV, 200k MDV, 150k
HDV are not expected to cause resource adequacy issues in the WECC
EV carrying capabilities of the WECC: For 2028, we estimated that
at:
- for unmanaged charging (HHND): 30-37 M LDVs (plus 200k MDV,
150k HDV)
- for managed charging: 65+ M LDV (plus 200k MDV, 150K HDV)
we are likely to encounter limiting resources to further accommodate
more EVs, unless more generation and transmission is built 4
Conclusions of Study, Phase I
Question 2: How will WECC’s generation mix be impacted by additional EV
load?
Answer:
1. Production cost: at high EV penetration (24M) increases on average 13%, in
CA highest: 22%, Arizona lowest: 3%
2. Generators contributing to EV charging:
1. primarily natural gas units (CC, CT) with CC carrying the bulk, CT are used during peak
periods.
3. Unmanaged “evening charging” stresses the system
1. by setting new system peaks
2. exacerbates Duck Curve:
4. EV loads reduces Renewables curtailments 70% or more (WECC)
5. Managed charging increases the EV hosting capability, avoids curtailment
and reduced Duck Curve
5
Scope for EV@Scale: DISTRIBUTION, Phase II
• Questions Addressed:
when and where, which EVs(LDV, MDV, HDV), and how Evs impact Distribution ?
Understanding on what the EV hosting capabilities are under various assumptions
given
Utilities’ infrastructure upgrade assumptions for reasons other than electrification of transportation?
Value of managed charging strategies
Other non-wires solutions (DER)
Incorporate EV hosting capability methods into Distribution System Planning
• Outcomes and products
Routines/procedures for utilities to perform Distribution System Planning with EV
considerations
EV (LDV) adoption model by neighborhoods relevant for distribution planning, incentive
analysis, equity studies
Some insights from case-studies with SCE, + ???
6
Example of how to determine EV hosting capability:
Phase II
Problem
Thermal limits violation
Solution 1 upgrade
Charging technology types Vehicle types
Charge management
Solution 2 7
Some policy questions for considerations
• Bulkpower:
Do IRP study look far enough out into the future? Or are they too myopic to exclude EV
penetration targets?
What are the right wholesale market rules to create incentives for Smart Charge
Management?
• Distribution System
What are the retail price signals for inducing smart charge management. Would TOU
schedules be sufficient?
what are the minimum technology requirements on Evs and charging stations to assure
future-proofing technologies?
What is the value of Smart Charging?
• Market adoption of EVs
What are the right incentives for EV adoption and Charging Infrastructure development
from a state as well as utility perspectives?
8
EV Infrastructure Planning Western Governors’ Association February 11, 2021 Annie Schneider, Senior Program Specialist, Transportation 2/11/2021 © 2020 Utah Governor’s Office of Energy Development. All Rights Reserved.
EV Market 70,000
60,000
50,000
40,000
30,000
20,000
7,936
10,000
1,088
-
2015 2020 2025
DCFC — 142 outlets
L2 — 1,177 outlets
Image source: afdc.energy.gov, vehicle data from the Utah Tax Commission
2/11/2021 © 2020 Utah Governor’s Office of Energy Development. All Rights Reserved.Funding Sources
• State-funded programs
• Workplaces and State
facilities
• VW settlement funds
• DCFC
• Utility programs
• Grants and incentives
Image source: afdc.energy.gov
2/11/2021 © 2020 Utah Governor’s Office of Energy Development. All Rights Reserved.Partnerships Image sources: Utah EV Master plan, 2019 8 state MOU 2/11/2021 © 2020 Utah Governor’s Office of Energy Development. All Rights Reserved.
Utah’s Approach
• Be proactive
• Encourage more
charging infrastructure
• Build partnerships
Image source: Utah Clean Cities
2/11/2021 © 2020 Utah Governor’s Office of Energy Development. All Rights Reserved.Thank you! Questions? Learn more at energy.utah.gov 801-538-8734 | aschneider@utah.gov 2/11/2021 © 2020 Utah Governor’s Office of Energy Development. All Rights Reserved.
Energy Grid and
EV Charging Infrastructure
Energy Grid
Charging
Infrastructure
Service Connection Supply Infrastructure Charging Equipment
Source: PG&E, Take Charge: A Guidebook to Fleet Electrification and InfrastructureKey Messages Clean energy: electric transportation (ET) is key to reducing emissions from transportation Electric company roles: deploying infrastructure, expanding access, grid integration Collaboration needed: energy grid is dynamic and evolving; stakeholders key to planning for ET at scale
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